Air-brake apparatus



S. G. NEAL.

AIR BRAKE APPARATUS. nrruclmonmm SEPT. 1a. 1918. 115115111511 mm1. s.1922.

1922. 8 SHEETS-SHEET I.

PatentedNov. 7

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APPLICATION FILED SEPT. I8. I9I8. IIENEwED MAR. 3, i922. 1,434,746.Patented Nov. 7, 1922.v 8 SHEETS-snail 3.

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S. G. NEAL` AIR BRAKE APPARATUS. APPLICATION FILED SEPT. Is. 1918.IIEIIIzwEn MAR. 3, 1922. 1,434,746.

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S. G. NEAL. .IAIR BRAKE APPARATUS. APPLICATION msu SEPT. I8. Isls.nEnEwED MAR. 3. 1922.

Patented Nov. 7, 1922.

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S. G. NEAL.

AlR BRAKE APPARATUS. APPLICATION FILED SEPT. 18. 1918- RENEWED MAR. 3||922.

S. G. NEAL.

AIR BRAKE APPARATUS. APPLICATION HL'ED SEPT. la. |918. nENEwED MAR. a,19225 l E454,746. Patented Nov. 7, 1922;4

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AIR BRAKE APPARATUS. APPLICATION FILED sEPLIa. IsIa. IIEIIEwsu IIAII. 3.1922.

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CUB/PAE f, 'WIL Application ed September 18,

To atl 'Lo/wm. t ffii-ay cof/merli f Be it known that l, @reissen (i.ilisiin, :i citizen of the United States., zuid resident oit ytheborough et lizinliattan, city., county, State ot New York, hereini/'entefi certain new end useful improvements in sir-Brake Apparatus(Case No. of which the tolloiving is e. speeiestion.

This invention reliites iiiii'iro'venients .iii that type .oit breite:tppsietus illiistrzi'ted in iii-y Patent No. 1Q, (lated Muy i6, 1916;:intl one et tlie mein objects ot' tlie invention :is to simplify sudimprove ."lie construction ot tlie triple vulve designed iter use in:iii: brakes ot 'ii-lie type sliowii iii the sfiicl patent. i

5in important object et the iiiieiitionis to provide Ineens foradmitting breite pipe reservoir sir to tile breite Cylinder ttor sservice application `ot tlie brakes. nifl un independently controlled velijve tliroiifgli 'ivl/iieli :i graduated release off the brakes nittylie elitzii'ned.

viiiotlier object ot tlie iiiveiitifiii is to provicle .fi valvecooperfil ne; Witli tlie mein vulve tor securing tlie quier release etthe brakes.

Another object et the. inif'entieii is te 'proi/'ine Ineens to preventorerciieifriiig et the limite pipe reservoir eiifl the emergency ref.derroii upon :i ulliielesse oi tlie breites.

*i further object ot tlie invention te pro'i'irle ineens -foi sleivljreleasing lgiizilfe cylinder pressure substantially iinitormiifthroughout tlie train in tlie full-release positionet the triple 'vslfveenti iifitli tell-ri lense pressure.

There etre iniiny other iiiipertiiiit eliieets eiiflv advantages oi" theinvention iiliicli will l e more full; liereiiis .er set ortl..

ln the drawi. E ,ggz l `is :i centr cal sectional View ot the triplefffilre on the line lof Fig.

Fig. 2 :i similar View tei-ren nii tlie liixe. fil- H et Fing.

Fig. 3 a. diegreinmeie plsu rien' et braking unit:

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[11R-BRAKE APPARATUS.

553. .Renewed March 3, 1922. Serial No. 546,918.

Fig. 5 a vertical sectional View with the mein slide Valve end theGraduating valve h in emergency reservoir charging' position. tliesection beiiigtsken on the line A-iii oit' lill-i'. 10; e

iigs.` L and 5b similaisectienzil views taken on tlie lines B-B and(3p-C oi Fig. l0;

Figs. 6, 6a and 6" seetioniilviews showing` the `inziin slide 'veli/eenel tlie graduating 'valve in service application position, tliesections being trillen en tlie lines fi-;i,

E and C-C indicated in Fig. l0;

Figs. T, in intl 7b sectionalV 'views showing the mein slide 'valve andthe graduating valve in service isp position, the sections lieingl takenon the lines A-A, B-B and (1 4) of Fig. l0;

Figs. 8, 8a end 8b sectional 'views showing the mein slide vulve end thegraduating valve in emergency position, the sections lieing` taken onthe lines itt- A. B-B and *ef-C of Fig.

Fig. 9 a. detail View ot the under side of the graduating Valve;

Fig. 10 e detail. View oi? tlie main slide Valve;

Fig. ll zi detail ViewA of the mein sli-ille valve seat;

Fig. ll@- i detail View ot' the interior of tliev inziin slide Valve.easing, slim-Jing` the ports below the slide telve seat; i

Fig'. l2 i detail vertical sectional View of tlie pilot Valve inVapplication position;

Fig/7.13 ii. similar View with the piljot "faire iii lap position; y

Fig. 13 :t lcletiiltace View ef tlie pilot valve; a

Fig. 13b s detail 'View oit tiie pilot slide valve seat;

Fin'. 14rs.. deteii Vertical sectional. View of the Quick-release Valvein Quirk-release position; `v t 15 ai similar View. the Quiete -telvebeing in inoperative position; l

Fig'. 16 zi detail elevation ot the triple valve easing, the operating'psrtsfbeing removed vtoV better show the ports end sages;

'17 e. Clets-il horizontal. vienne-'t the triple Valve easing throughthe inem slide Velve eliainbei and the chamber; and

the under side of Fig. 18 e detail sectional View showing;-

qiiicizielease valve actuating diaphragm or abutment 3T. so.that saidabutment will move in response to variations in pressure in the chamber7. Diaphragm 37 is secured. at its center to a head 38, said head beingformed with a central depending actuating stem 39.` The lower end ofthisstem guided in a vsocket lormed in the lower wall oit the chamber T.Above the diaphragm 37 the head 88 is formed With radially extendinganges which support a controllingdiaphragm 40, this diaphragm beinglarger in area than the actuating diaphragm 3T. The two diaphragms 37and l() move together, being rigidly connected by means of the centralhead. These tivo diaphragms are spaced apart sulliciently to form abrake cylinder chamber @tl between them7 said chamber being incommunication with the brake cylinder passage 26 by means of a port andpassage 4Q. By. means ott' this arrangement brake cylinder pressure'Will be always registered in the brake cylimler chamber 41. Above thecontrolling diaphragm and spaced a. suitable distance therefrom isarranged an emergencyY diaphragm or abutment 43. said diaphragm being ofthe same area as the actuating diaphragm, and, oit course. smaller `thanthe cont-rolling diaphragm 40, and being ,in direct contact with head38. Between the emergency abutment i3 and the controlling abutment ordiaphragm is formed a chamber 4A; which is open to atniosphere throughpassage alla at all times except during an emergency application of thebrakes, as will be more tully hereinafter described.

The diaphragms 37, i0 and iifl more together at all times; the upwardmovement thereof being limitedby stops termed on the upper plate of thediaphragm -lI-l engaging the casing of the valve 56. The lower end otstem 39 forms a stop to limit the downward movement of the saiddiaphragms. the emergency diaphragm is formed an emergency reservoirchamber 45.) said cham-y ber being connected through port t6 to passage47, this latter passage leading to a valvecontrolled port in the mainslide valve seat, as Will be more fully hereinafter described. It ismanitest that brake pipe pressure will be registered7 at all times otherthan in emergency position, below the actu ating dia- ]ihrag'm 37; thatbrake cylinder pressure will be alvrays rgirtered 'in the brake cylinderchamber and below the controlling dia` phragm 4:0, and that emergencpvreservoir pressureivill be always registered above the emergencydiaphragm 43. the chamber belon7 said diaphragm being vented toatmosphere as described. rlhe diaphragme are spaced. apart around theirrigid marginal edges by means of spacing rings and said rings are seemedin position by bolts pass ing through them and Vflanges on the body oithe triple valve casing. Theemergen@v resabove ervoir chamber e istermed inthe lower part oit a casting i8 which is secured to the top oithe triple valve body. above the emergencyy reservoir chamber is formeda cavity across the upper end of which is secured a supplementalemergency diaphragm or abutment 50. Secured over the supplementalemergency diaphragm `is a cap 5l which forms a supplemental brake pipereservoir chamber 52 above the diaphragm 50, this chamliier being indirect communicatiou with the bralre pipe reservoir chamber 9 throughport and passage 53 so that bral'e pipe reservoir pressure Will bealways registered on said supple mental emergency diaphragm. The chamber.55 below the supplemental emergency diaphragm is vented to atmosphereat all times except during emergency applications of the brakes7 throughport and passage which connect rwith the passage lill leading to theatmosphere from the chamber tl.

ln the Wall between the emergency reservoir chamber siii and the ventedchamber is arranged a valve adapted to receive a downwardly seatingcheclr valve 5G o'l' large a.rea,said valve controlling communicationbetween the said two chambers. ln direct Contact With the upper side ofthe valve 56 is a smaller valve 5T which is adapted to cooperate with avalve seat 58 formed in the hub of the diaphragm and controllingcommunication through id diaphragm. The valve 57 is provided 1with. anupwardly extending valve stem 59 which is reduced at its upper end andis adapted to contact with a stop 6() formed on the cap 5l. The hub ofthe diaphragm 50` is termed with a tubular extensionl through umichprojects the valve stem 59, the said tubular extension terminatingslightly below the upper end oiz the said valve stem so that when thestem is in engagement with its stop the diaphragm may have anindependent upward movement. Ports GQ communicating with thesupplemental. brake pipe refierroir chamber 52 are controlled by thevalve 57 so that When the diaphragm is moved upwardly away from thnvalve 57, as will be more fully hereinafter described, air n'iajrfreel)v lion' 'from the chamber tli'rmigh said ports into thesuppleinci'ital brake pipe reservoir chamber 52, at which time the portventing the chamber to atmosphere will be closed.

.A pilot valve casing 63 (sec Figs. l, 'and 13) is formed at one sideoi" the actuating brake pipe chamber 7, said chamber being t-ted with a.valve seat 6-1 on which slides a pilot valve 65. The said valve is heldin a forli 66 itormed at the outer end of a lever 67. a spring 68holding said valve to its scat. The lever @Tis piroted at 69 in thechamber 7 and is loosely connected at its end to the actuating stem S9.lt is manifest that the ln said casting passage and port.

fore set forth, leading to the emergency reservoir discharge ports andpassages of the main. slide valve whereby When the main slide valve isin full-release position emergency resin-voi' air will be deliveredtothe port 10T. '.lhe quick-release valve is formed with a groove 108which, when the valve is in quiclerelease position, registers at one endwith the quick-release port 107,. and at its other end Wit-li a port 109in the valve seat, this latter port comnninicating With a passage 11()'which leads to the brake pipe passage 4 in the triple valve body. 1nthe passage 110 is arranged a spring-pressed check valve 1.11, saidcheck valve seating 'li-oivard the quiclerelease valve, therebypreventing air passing 'from the brake pipe passage l to thequick-release valve ports, but opening to permit the emergency reservoirair to pass to the brake pipe When the valve is adjusted. forquick-release operations.

The quick-release valve seat is also formed with a port 112 whichcommunicates ivith a passage 113 leading directly to the brake cylinderpassage 2G so that brake cylinder pressure vwill be always registered insaid The quick-release valve is also formed With an exhaust groove `114Lwhich, when the valve is in quick-release position, registers with theport 112. The release groove also communicates With a port 115 in thevalve seat, this latter port being in commui'iication With a passage 89leading to the main' slide valve seat. It is manifest that ivhen thequick-release valve is moved into quick-release position brake cylinderpressure will be exhausted through the main slide valve when said valveis in ilull-release position.

When it is desired that the triple valve shall operate in graduatedrelease the quickrelease valve is manually shifted to a positionopposite that shown in Fig. 11 so that the ports in the quick-releasevalve seat Will all be blanked shown in Fig. 15, and the quick-releasevalve rendered inoperative. ln this position ot the quick-release valvethe main slide valve movement te quick-release position will. be an idleoperation in so l'ar as the release of the brakes is concerned, and therelease of brake cylinder pressure Will. take place entirely through theexhaust ports in the pilot valve and Will be controlled entirely by thediaphragms 37, Ll() and 41.3, said diaphragms moving in response tovariations of; pressure in brake pipe chamber T..

ln the emergency brake pipe chamber 2 is arranged an emergency piston116 to Which is connected a. stem 117 having depending lugs 118 at itsends and between which lugs is arranged an emergency slide valve 119..fr slight clearance is provided betiveen the slide valve and said lugsto permit the emcrgency piston to have a slight reciprocation vitlioutmoving' the emergency valve. This is t'or the purpose of preventing theeinergency piston sticking in its cylinder, and insures it in operativecomlition at all times.

Axially in line with the emergency piston adapted to register withexhaust ports 124 in 1 the valve casing Whenthe slide valve is moved toemergency position to thereby exhaust the brake pipe directly toatn'iosphere. The emergency piston is arranged to reciprocate in acylindrical casing mounted in one end of the quick-action chamber E,said chamber being provided with a stop 125 to limit the movement of thepiston in one direction. The emergency piston is subject to bralie pipepressure on one side, and on the other side to the pressure of the airin the quicliaction chamber E. pipe chamber 2 is formed with a groove126. The piston 116 is provided on its vinner :tace With a. contact ring116d which is adapted to engage the inner 'Wall olf the chamber 2 ivhenthe piston is at the inner limit ot its travel; and in said contact ringis formed a restriction groove 11Gb through ivhich air will pass to thebrake pipe and thence to at mosphere .vhen the parts are in emergencyposition. "dlhen the emergency piston is in emergency position air inthe quick-action chamber may leak through said groove 126 y around theemergency piston, through the restriction groove 1161)7 into the brakepipe, the replacing spring acting to move the emergency slide valve toclose the exhaust ports upon an equalization of pressures in theemergency brake pipe 'chamber and the qiiicl -action chamber.

The quicleaction chamber lil is directly connected through. a. passage12T with the brake pipe reservoir chamber 9 so that brake pipe reservoirpressure will be always registered in the quick-action chamber, exceptwhen the main slide valve is moved to emergency position, said valve inthat position blanlring passage 127 and closing coin- Inunicationtherethrough, as shoivn in Fig. 8. The object of port 127 to provide alarge actuating volume to insure a positive emergency action of piston116 at all times after service applications of the brakes.

@WwW/ag and release posi/fion..

The admission ot' brake pipe pressure to chamber 2 Will operate theemergency slide rl`he emergency brake to chamber 3 will move the mainslide valve and its piston to the position shown in Figs. 1` 4 and 4a.The diaphragms 37, 40 and 43 also will be moved to the positions shownin Fig. 1, and the parts then will be in ull-re lease and brake pipereservoir charging position. From chamber 3 the brake pipe pressure willAloiv to chamber 9 through charging port 1G and the restriction groove18 in contact ring 17; and from chamber 9 air will flow directly to thebrake pipe reservoir through passage 15 and pipe connection D. lVhen thebrake pipe resewoii' and chamber 9 have been charged j n'actically to anequality with the brake pipe pressure in chamber 3, the actuating spring22 will move the piston 11, stem. 1 2 and graduating val-.vc 101I1 `tothe lett, the clearance provided between the lug 13 and the end o't' theslide valve pew mitting this Without moving the main slide valve. VhentheI head 2() ot the actuating stem 19 engages the cross wall 21 thecharging groove 1G vvill be lapped by the piston 11 and the emergencyreservoir charging port 86 Will registerI With the port S1 in the slidevalve, and air will lovv trom chamber 9 to the emergency reservoirthrough passage 82-S3, port 79 of the pilot valve, passage 7778, toemergency reservoir lchamber 45, land through passage 47 to theemergency reservoir. Port 32 is also uncovered but has no operatingfunction as ports 30 and 31 of passage 29 are lapped, as shown in Fig.lllhen this communication is established the pressure in chamber 9 willbe reduced below the brake pipe pressure in chamber 3, With the resultthat the piston 11 Will move the graduating valve to the right againstthe tension of the spring 22, until the charging groove 16 has beenuncovered to permit a` flow ot air therethrough to chamber 9 equivalentto that ivhich is flowing to the emergency reservoir through port 8G.TWhen the emergency reservoir has been charged to the brake pipepressure the pressures on each side of the piston 11 will be equa-lizedand the spring 22 will again move the piston and the parts connectedtherewith to the lett and blank the groove 16, but the charging port 8Gwill still be in communication with the emergency reservoir port S1through the groove 85 extending therefrom. This posi tion is theemergency reservoir charged position, the parts being shoivn in theirrelative positions in Figs. 5, 5, and 5b.

During the operation just described there has been no movement ot themain slide valve 10, the valve movements being con fined entirely to thelgraduating valve.

With the valve adjusted for graduated release the release position ofthe main slide valve will be merely an idle one, the brake cylinderbeing exhausted to atmosphere through the exhaust ports in the pilotvalve. It, hovvever, the triple valve adjusted for quick-releaseoperations 'the brake cylinder pressure vvill be exhausted to atmospherethrough the release ports and grooves of the main slide valve, as ivillbe more fully here inafter pointed out ivhen setting forth thequick-release operation of the triple valve.

Service (mtl Zap position.

Referring to 5, 5 and 5b, ivhich illustrate the emergency reservoircharged position, the groove 92 in the graduating valve is out ofregister with the port 90, in order to prevent the emergency reservoirpressure from returning to the brake pipe through ports 90 and 93,passage 95, groove 108, passage 110, past check valve lll. and passage 4vvhen the quick-release valve is in the position shown in Fig. l-l. Toobtain a service application ol the brakes the usual brake pipereduction is made, resulting in a corresponding reduction in chambers 2,3 and 7. The charging port 86 is in register with emergency reservoirport 81 and allords free communication between the said einer gencyreservoir and brake pipe reservoir chamber 9, but as the charging groove1G is lapped by the piston 11 there will be no escape of emergencyreservoir, or brake pipe reservoir, air to the brake pipe when theservice reduction is made, until the main slide valve has been moved toservice position. Therefore, the combined emergency reservoir and brakepipe reservoir volumes will oppose the reduced brake pipe pressure andwill move the slide valve and piston to service position, as shown inFigs. 6, (la and 6b, insuring positive movement ot the slide if'alveunder all conditions.

To further assure positive action of the main slide valve When slowbrake pipe reductions are made (such as occur at and near the rear endof a long train) the pilot valve is provided. In the arrangement ot'pilot valve shoivn, .vhen the brake pipe pressure in chamber 7 isreduced belovv the emergency reservoir pressure above diaphragm 43(there being no pressure in chambers 44 and 55 at this time), thediaphragme will be lowered, thereby lowering the letthand end of thelever 67 and raising the right-hand end to move the pilot valve toopposite position to that shown in Fig. 1. (Fig. 12). The charging portWill be then cut oil from the passages and 77 and the release groove 74will be moved away from the brake cylinder port 72. Brake pipe pressurewill then lloiv to the brake cylinder through the ports 70, passages 71.27 and 28, thereby causing` a positive reduction in brake pipe chamber 8locally on each car, and further insuring the positive movement ot' thepiston 11 and the main slide valve 10 to the position shown in Figs. 6,6n and Gb. compressing the service spring 84 until the sleeve 33 engagesthe head of i ,fi-elipse into communication with brake cylinder port 25.At the same t me ports 102 and lOl, and 99 will be in register to permitbrake pipe reservoir air to liow from chamber 9 to the emergency brakepipe chamber 2 and to bralzepipe through passages 6 and fl, as shown inFig. `2. The changing port 8l ivill be moved away from the passage 82 toseal the emergency reservoir. Brake pipe reservoir air then Will 'flowto the brake cylinder through the ports 29 and 30 and passage 25. llVhenthe pressure in chamber 9 has been reduced to an equality 'with thebrake pipe pressure in chamber 3 the spring Will move piston ll and thegraduating valve l()a to the position shown in 7, 7 and 7% or until thelug lll engages the slide valve 10i, thereby closing ports 82 and portlOl to prevent further flow of air from chamber 9 to brake pipe andbrake cylinder. i

lli the rst operation ottheslide valve just described does not admit airinto the brake cylinder under suilicient pressure to lap the pilot valveof the triple valve, the pilot valve will remain in service position andthe reduction in pressure in chamber 3 will continue through the pilotvalve7 With the result that the main slide valve and its piston willagain be moved to service position by the dominating' pressure inchamber 9, and the brake cylinder charging` operation will be repeatedand the slide valve again moved back to lap position. These operationswill continue until the pressure in the brake cylinder and in theequalizingchamber el. which is in direct communication with the brakecylinder, has been built up to the desired legree. rllhis degree opressure will be in proportion to the reduction in brake pipe pressureand, plus the pressure of the brake pipe air in chamber i", will besullicient to overcome tie emergency reservoir pressure in chamber andmove the pilot valve to lap position. lt is to be noted that theequalizing diaphragm el() is of larger area than the actuating diaphragm`and the emergency diaphragnn 43, and the degree of pressure that Willbe built up in the brake cylinder for a given brake pipe reduction 'willdepend upon the relative areas of these diaphragme. lt is manifest thatthe movement` of the main slide valve back to lap position does notclose communication between the brake pipe and the l alize cylinder,this communication remaining open through the chamber 7, pilot valveport 8() and brake cylinder port 70. lt is onlj,1 when the brakecylirfler pressure has been built up 'to tie desired degree that boththe ma" Dlide valve and the pilot valve will be moved tu lap positionandall service ports be closed. lin both the service and lap positionsthe main slide valve, and pilot valvej chambers and 55 will be vented toatmosphere through the passages 5e, all?, port 96 and vent port thegroove 97 being provided to maintain this communication during allpositions of the main slide valve other than the emergency position..tlurinnj scwice applica c s the variations in the pressure in the quie-action chamber and the emergency brake pipe chamber will cause theemergency iston to havev a slightreciprocation, es herein elore ypointedout, the object be to prevent 'i piston becoming set or stuck .in thecylinder. This slight reciprocation .of the piston does not aile-ct theemergency slide valve as the variations in pressure are at no timesuilicient during` the ser rice reductions of brake pipe pressure, tocause the emergency piston to compress the emergency spring;l

lt is manifest that should bralre cylinder 'essure be reduced by leakagewhen the triple valve, incluuing` t" e "allot valve. iS in service lappos s om the eineL Lency reservoir pressure chamber 1 5 Will cause thedia- 'ms to move downwardly thereby movne pilot valve to serviceposition, bringthc port SPO into register with the pilot valve bralecylinder port T2. llralre pipe ac: the i to reupon vill lloiv fromchamber the brake cylinder and to chamber el.` This dmv cit air willcontinue until the pressure is built up in said chamber sufficiently toovercome the preponderating; pressure in the einer icy reservoir chamberThis compense ion :tor brake cylim" leals will, it the leal: isexcessive, cause in operation of the main slide valve to servi. eposition. lt is, there/tore, inarilE that to maintain a 2ffiven brakecvl l., ressure it is only necessary to ma the brake pipe pressure at cprcde'tertnined point below the emergency reservoir pressure.

in de 'l Gira/ducted release.

lllien the triple vali/'e is operating` in ,graduated release the qui-release valve is in position to close ports l l ove :come the pressure'in the emergency reservoir chamber 45. The diaphragms will be raisedand thepilot valve slide valve lowered or brought to the position shownin F 1. leased to atmosphere through passages 27, 26, port 72,'groove7st and exhaust port 73. The pilot valve Will remain in this positionuntil the pressure in the brake cylinder and in chamber lll is reducedin proportion to Athe increase in brake pipe pressure in chamber 7, atwhich time the balance will again be establishedand the pilot valvebrought back to lap position, shown in' Fig. 13. A further increase ofbrake pipe pressure will result in a further reduction oi' brakecylinder pressure. It is also manifest that a decrease in brake pipepressure will result in an added brake cylinder pressure so that Whenthe triple valve is adjusted :tor graduated release operations the brakecylinder 'pressure may be graduated up'and down as desired by properlyvarying the brake pipe pressure; n

A rapid graduated release may be secured by placing the engineers brakevalve in fullrelease position, thereby quickly building up the brakepipe pressure at the rear end o1 a long train. It is manifest that underthis condition the release of the brakes Will be very gradual even onthe head end of the train. This will enable the engineer to se curepractically a uniform slow release ot all brakes Without regard to thelength of the train.

Quick release.

To adapt the triple valve for a quick release or' the brakes thequick-release Valve is manually moved to the position shown in Fig. 1l.On an increase of brake pipe pressurev above that in chamber 9 thepiston l1- and the main slide valve Will be moved to the position shownin Figs. l and 4, La and 1. This permits emergency reservoir air to passto the brake pipe through the pas sage i7 and ports 91 and 90, groove 92in the graduating valve, through ports 93, 941, passage and port 107 togroove 108 of the quick-release valve, and thence past check valve 111andthrough passage 1 to brake pipe. rllhe brake cylinder pressure willpass directly to the quick-release valve through passage 113, thencethrough groove 114, port li, passage S9, release groove 87 to exhaustport SS. vW hen the quick-release valve is in operative position quickrelease of the brakes will be securedv when the graduating valve and themain slide valve are moved to iullfrelease position. With the main slidevalve and main piston in full-release'posi tion the increasing brakepipe pressure Willv tioiv through the charging groove 16 and restrictiongroove 1S to chamber 9 and thence to the brare pipe reservoir andchamber 52. Upon an equalization of pressures in the Brake cylinderpressure will be re-` insa-,cifre brake pipe and chamber 9 the mainpiston and graduating valve ivillvmore lto emergency reservoir chargingposition 5), as hereinbeiiore described.

Emergency position.

tion will cause a suiiicient di'iierential olf` pressure on pistons 116and 1l to more theni to their extreme left-hand position, therebybringing the emergency slide valve ports 123 into register with thebrake pipe exhaust ports 124. to thereby vent the brake pipe airdirectly to atmosphere. The pres sure in chamber 9 thereupon willcompress both the service spring 34 andthe emergency springv- 36untilthe piston engages the gasket to maintain a seal: between chamber 9and the brake pipe. The main slide valife l() then will' be in theposition shown in S, 8 and 9b, the brake cylinder-'port 25 beinguncovered and theemergency port 99 being in register with the emergencyreservoir port 91 to permit emergency reservoir air to flow to thechamber 9. Both the brake pipe reservoir and' the emergency reservoirair then will flow to the brake cylinder through port ln the emergencyposition of the slide valve groove 97 will be out'of registerivi'tlrpcrt 96 and port 31 will bein register with port 96 to admit airfrom chamber 9 to chambers 14 and 55 through passage Lida. These are thechambers v which, in all other positions of the triple valve, are ventedto atmosphere through the port 96 and vent port 98. The object oradmitting air under pressure to chamber 44 is to balance the pressureson opposite sides of the diaphragm 40 so that brake pipe pressure inchamber 7 must be raised abovev the brake cylinder pressure in chambere5 in order to secure release of the brakes.`v Villien this emergency reluction is' made the diaphragms S7, et() and fil-8 will be moveddownward and the pilot valve brought to service position, therebypermitting the emergency brake cylinder" pressure to floiv through ports72 and S0 into chamber` 7. Air cannot flow from chamber 7 through port 8to chamber 3 because said port Will be closed by thepiston 11 asshown'in Fig. S.k ln theemergency position oi the main slide. valve theport 127 will be closed to prevent air from cl'iamber 9 (which isequalizedf brake cylinder pressure) from flowing into the quick-actionreservoir E and to permit the pressure in the said reser# voir to leal:down to Iatmosphere around emergency piston 116 thr'ugh groove 1213.Upon an equalization of pressuresV on oppollO site sides of theemergency piston the emergency spring 121 will move the emergency slidevalve to Vlap position and thereby close the exhaust ports 12a.

To obtain a release of the brakes, after an emergency application, thebrake pipepressure, and likewise the pressure in chambers 2 and 3, mustbe raised to an equality `svith the hrake cylinder pressure in chamber9, whereupon the piston 11 and the main slide valve 10 will be. moved tofull-release and charging position, thereby opening passage S betweenchambers 3 and 7. The increasing pressure iny chamber 7 will raise thediav phragms 37, 0 and 43 to release position. '.lhemo-veinent of themain slide valve to full-release position will cause groove 97 toconnect port 96 to vent port 98 and `thereby vent chambers i4 and 55 toatmosphere, hereinbefoie set forth.

.fl utmiiaitic em ergencfgf.

When an abnormal biake pipe reduction` has been made, either byexcessive brake pipe leakage, careless manipula-tion of the' made in thebrake pipe, a like reduction in pressure taking place in chambers 9 and50. the undisturbed emergency reservoir pressure in chamber 45 will openvalve 5G until the stem of valve 57 engages stop 60. This will permit'emergency reservoir air to flow into chamber 55 thereby raisingdiaphragm 5() and opening valve 57. limer L 'eiicy reservoir airthereupon will'pass around valve 57', through ports G2 Ainto chaniberand thence into chai'iibei 9 through passage 53. From chamber 9 theincreasing pressure will oiv through port 127 into quick-actionreservoir E. with the result that the emergency piston and slide valvewill be moved to emergency position. The main piston and its slide valvewill also be moved to emergency' position.

Upon a full release of the brakes, should the brake pipe pressure beraised suiiiciently to cause an mier-charge of the brake'pipe reservoirthrough chamber 9, no excess pressure can flow to the emergencyreservoir. As hereinbefore pointed out, when the triple valve is inbrake pipe reservoir charging position the emergency reservoir chargingport is closed. It is manifest, therefore, that there can be no directovercharge or eX- cess pressure in the emergency reservoir. air flows tothe emergency reservoir only upon an equalization of pressures in thebrake pipe and'in the brake `pipe reservoir eh' mber 9. Shouldthere bean excess vpressure in `the brake pipe reservoir andl in chamber'Q', areduction of the brake pipe pressure to normal runningTr pressure willpermit'the excess pressure in chamber 9 to move the triple valve toservice position, therebypermittingair to flow from chainber 9 tothebrake cylinder. Asthe pilot valve lwill be in release position it ismani fest that whatever air maybe admitted'to the brake cylinder throughthe main slide valve Will be exhausted to atmosphere through the pilotvalve. It is manifest, therefore,` that While an excess pressure, or anloifercharge, ofthe brake pipe reservoir will result in the main triplevalve slide valve moving to application position upon-a reduction oftrain pipe pressure to normal, the air thus admitted to the brakecylinder yWill heaiitomatically exhausted to atmosphere through thepilot valve. rllhe engineer reduces hisbrake pipe pressure to normal running pressure and Whatever excess'pressure there may be in' the brakepipe reservoir will be automatically exhausted to atmosphere'through'fthe triple valve and the' pilot valve.

It vis manifestv that'as soon as thereis an equalization of pressures on`opposite sides of the piston 1l the main'slide valve will move to lapposition, at whichy time Vthe brake pipe reservoir pressure and thepressure inehamber 9 Will have been reduced to an equalization with thenormal running brake piiiepressure. Air Will not pass into the emergency`reservoir While the triple valve is inv full-release position, and canonly pass to the emergency reservoir When there has been` anequalization of pressures in chamber 9 and brake pipe.

Then the triple` valve isl adjusted for 0pei'ating-in graduated releaseit is manifest that the piston. 11 in the main slide valve may move tofull-release position by fulli'elease pressure, Withoutv in any vvay2increasing the speed ofthe release through the triple valves near thehead end of the train. The result of this is that the fullreleasepressure may be caused to flow rapidly through the brake pipe'toward therear end of the train to thereby secure a substantially uniform slowfull release 'of the brakes through the pilot valves.l It is,therefore,manifest that the pilot valve not only affords a means forsecuring a graduated release of the brakes but also a means for securinga slow full release of the brakes under full-release pressure vin vthebrake pipe, the said pilot Valve in that capacity serving as a retardedrelease valve.

Features of the invention disclosed but not claimed are claimed inapplicants Patent N0. 1,411,368, dated Apmi i, i922.

What l claim is: 1. An air brake' apparatus comprising an emergencyreservoir, a brake pipe reservoir, a brake cylinder, a brake pipe and atriple valve, means in said triple valve subject to brake pipe pressureand brake pipe reservoir pressure and operating upon a reduction inbrake pipe pressure to open communication between the oralre pipereservoir and the brake cylinder, said communication being closed uponan equalization of pressures in the brake pipe and the brake pipereservoir, and means in said ltriple Valveoperated by emergencyreservoir pressure upon a reduction of brake pipe pressure to place thebrake pipe in communication with the brake cylinder, said means closingsaid communication when the brake cylinder pressure and the reducedbrake pipe pressure dominate the emergency reservoir pressure,

2. A triple valve for air brake apparatus formed with a brake pipechamber, a brake pipe reservoir chamber, an emergency reser- 'voirchamber, means in said triple Valve subject to brake pipe pressure andbrake pipey reservoir pressure and operating upon a reduction in brakepipe pressure to open communication between the brake pipe reservoirchamber and the brake cylinder,V

said communication being closed upon an equalization of pressures in thebrake pipe and brake pipe reservoir chambers, and means'in said `triplevalve operated by pressure in the emergency reservoir chamber upon areduction of pressure in the brake pipe chamber to place the brake pipein com` munication with the brake cylinder, said means closing' saidcommunication by brake cylinder pressure.

v3. An air brake apparatus comprising an emergency reservoir, a bra-liepipe reservoir, a brake pipe, al brake cylinder, means subject to brakepipe pressure and brake pipe reservoir pressure and operating upon' areduction in brake pipe pressure to open communication between the brakepipe reservoir and the brake cylinder, said communication being closedupon an equalization of pressures in the brake pipe and in the brakepipe reservoir, and means operated by emergency reservoir pressure upona reduction of brake pipe pressure to place the brake pipe incommunication with the bralre cylinder, said means closing` saidcommunication when the combined brake cylinder pressure and reduced`brake pipe pressure dominates the emergency reservoir pressure.

a. An air brake apparatus comprising an emergency reservoir, abralrepipe reservoir, a brake pipe, a brake cylinder, means subject to brakepipe pressure and brake pipe reservoirpressure and operating upon areduction in brake pipe pressure 'to open communication between thebrake pipe reservoir and the brake cylinder, said communication beingclosed upon an equalization of pressures in the brake pipe and in thebrake pipe reservoir, means operated by emergency res ervoir pressureupon a reduction or' brake pipe pressure to place the brake pipe incommunication with the brake cylinder, said means closing saidcommunication when the combined brake cylinder pressure and reducedbrake pipe pressure dominates the emergency reservoir pressure, andmeans operating upon a sudden reduction in brake pipe pressure to placethe emergency reser- Voir and the brake pipe reservoir in communicationwith the brake cylinder for an emergency application of the brakes.

5. A triple valve for air brake apparatus formed with a brake pipechamber, a. brake pipe reservoir chamber, an emergency reser- Voirchamber, means in said triple valve subject to brake pipe pressure andbrake pipe reservoir pressure and operating upon a reduction in brakepipe pressure to open communication between the brake pipe reservoirchamber and the brake cylinder., said communication being closed upon anequalization of pressures in the brake pipe and brake pipe reservoirchambers, means in said triple Valve operated by pressure in theemergency reservoir chamber upon a reduction of pressure in the bra-kepipe chamber to place the brake pipe in communication with the brakecylinder, said means closing said communication by brake cylinderpressure, and means operating upon a sudden reduction in brake pipepressure to place the emergency reservoir and the brake pipe reservoirin communication with the brake cylinder for an emergency application ofthe brakes.

6. An air brake apparatus comprising an emergency reservior, a brakepipe reservoir, a brake cylinder, a brake pipe, means operating upon anincrease of brake pipe pressure to open communication between the brakepipe and the brake pipe reservoir for charging the same, said meansclosing` communication between the brake pipe reservoir and theemergency reservoir and operating upon an equalization of pressures inthe brake pipe reservoir and the brake pipe to open communicationbetween the brake pipe reservoir and the emergency reservoir torcharging the same, means operated by emergency reservoir pressure toopen a brake cylinder exhaust port when the brake pipe pressure is atnormal running pressure, and means operated by brake pipe reservoirprese sure when said pressure exceeds brake pipe pressure to admit brakepipe reservoir pressure to the brake cylinder, whereby an excessivebrake 'pipe reservoir pressure will be automatically vented toatmosphere through the brake cylinder until the said excessive pressureis reduced to normal running pressure.

7. An air brake apparatus comprising an emergency reservoir, a brakepipe reservoir,

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8. nn air brake apparatus comprising en emergency reseiwoirp a brakepipe reservoir. e, brake cjinder, a brake pipe` and two *calves operatedby reduction oi brake pipe eure, one plac Vig the brake pipe reservoirin communication with the brake cylinder and closingsaid communicationupon un equalization oi brake pipe and brake pipe reservoir pressnresthe other placing the breke pipe in coinnnniicetion with the brakeclosing` said communication when a predetermined brake cylinder piresNsure secured@ said valve being; controlled by brake pipe and emergencyreservoir preseures.

9. il. triple valve if r an nir brake apparatus in winch brake pipe andbrake pipe reservoir air ie need :for service .applications of thebrakes and emergency reservoir air is need for emergrencj.y applicationsof the Makes? provided with brzzke pipo reservoir air 'to the bre/.kecylinder upon reduction brake pipe presnui-e. seid ineens beixcorftroller by brake )ipe and brake pipe i `servoir p lires, 11nd withineens operating; upon a redaction c'f brake pipe pisure @admit bakepipe air to the breke cv` linden this latter inea/ns ing; controlled bybrake cylinder, brake pipe7 and emergency reeervoir pressures.

il triple valve 'for an brake appure'tus in which brake pipe and brakepipe reservoir air is used for Service applications ou the brakes andemergency reservoir air is used Ylier emergency applications of thebrakes, and provided with ineans for admitting brake pipe reservoir airto the brake cylinder upon a reduction of brake pipe presnure, saidmeans being controlled by brake pipe and brnke pipe reservoir preseures,and with means operating' upon e reduction of brake pipe pressure toadmit brake pipe air to the brake cylinder this latter nieans being/controlled by brake cyl.- inderf brake pipe, sind emergency reservoirpressures, and means c`v rating; upon 2; and den reduction oi" brakepipe pressure to place the cnierggency reservoir and brake pipereservoir in communication with the brake cylinder for an emergencyapplication of the brakes.

ll. iin air brake apparatus comprising an emergency reservoir, brakepipe reserrneens for admitting Ill Voir, e brake cylinder, brake pipe, atriple velvet, ineens whereby an increase of brake pipe pressure willopen communication between the brake pipe and the brake pipe reservoir ad close communication between the Je reservoir and the emergency resl `il, i l irf :inn means operating' upon equalization of" m'essures in thebrake pipe and brain regervoni to open communication between theemergency reservoir and the breke pipe reservoir while maintainingcoininunication between the brel..d pipe and the brake pipe reservoir.

in. .i'ln air bre-ke apparatus comprising l he pipe., an emergencyreservmrzy a brake reeeryoin e brake cylinder, a triple Sali/ee a inni-nslide velye in said triple Valve,

means openingy communication between the ke pipe reservoir and ucommunication between the brake pipe reservoir and the emergencyreservoir when the slide valve ai; the inner liniit orf its nim/ein andmeans to open communici ion between the bre-ke pipe reservoir and theemergency reservoir Vi/'itliout moving the ninin eline 'valve and whilemaintaining coninninication between the `brake pipe and the brake ppcreservoir.

i3. An air brake apparatus comprising a brake pipe, any emergencyreservoir7 a brake pipe reservoir, a brake cylinder, a triple Valve? ainslide Velt/e in said 'riple valve, means opening communication be-vtween the brake pipe and the brake pipe i eervoir and closingcommunication between the brake pipe reservoir and the emei`- l.qencyreservoir when tlieslide valve is at the inner limit of its movement,means to open communication between the brake pipe reservoir and theemergency reservoir without moving the inain slide valve and whilemaintaining communication between the brake pipe and the brake pipereservoir, and an independent Valve operated by brake pipe `oressure andinterposed between the main slide "valve anl the emergency reservoir andpermitting only a slow charging` of thee emergency reservoir.

lll. A triple valve, a main slide velve therein, a graduating valve, apilot Valve, a quickerelease valve interposed between the `niaduatingvalve ports and the main slide valve ports to control communicationbetween an emergency reservoir and the brake pipe and between the bra-kecylinder and the atmosphere through said main slide valve, and meanswhereby the pilot valve will control communication between the mainslide Valve and the emergency reservoir and between the brake cylinderand atinospliere and the brake pipe and brake cylinder.

l5. triple valve, therein7 a graduating a rmain slide lValve valve, apilotl valve,

a manually operable quick-release valve interposed between thegraduating vali-.fe ports and the main slide Valve ports to controlcommunication between an emergency reservoir and the brake pipe andbetween the brake cylinder and atmosphere through said main slide valve,and means whereby the pilot `valve will control communication betweenthe main slide valve and the emergency reservoir and between the brakecylinder and atmosphere and the brake pipe and bralre cylinder.

16. A triple valve for an air brake apparatus in which brake pipe andbrake pipe reservoir ir is used for service applications the brakes andemergency reservoir air is used for emergency applications of thebrakes, provided with a brake pipe chamber,

brake pipe reservoir chamber, a quick-action reservoir normally incommunication with the brake pipe reservoir chamber, an emergencybral-ie pipe chamber, an emergency piston subject to the opposingpressures in thequiclr-action reservoir and emergency brake pipechamber, a renting valve operated by said piston upon a variation ofsaid pressures, means operating` upon a slow reduction oi brake pipepressure to open communication between the brake pipe reservoir and thebrake cylinder, and means 0perating upon a sudden reduction in brakepipe pressure to open communication from the emergency reservoir intothe brake pipe reservoir chamber and thence to the brake cylinder.

l?. A triple Valve 'for an air brake apparatus in which brake pipe andbrake pipe reservoir air is used for service applications or" the brakesand emergency reservoir air is used for emergency applications of thebrakes, provided with a brake pipe chamber, a brake pipe reservoirchamber, a quick-ao tion reservoir normally in communication with thebrake pipe reservoir chamber, an emergency brake pipe chamber, an emer-`gency piston subject to the opposing 'pressures in the quick-actionreservoir and emergency brake pipe chamber a venting Valve operated bysaid piston upon a variation of said pressures, means operating upon aslow reduction oi bralre pipe pressure to open com- `munication betweenthe brake pipe reservoir and the brake cylinder, means operating upon fisudden reduction in brake pipe pressu to open communication from theemergency reservoir into the bralre pipe reservoir chamber and thence`to the brake cylinder, means closing communication between i the brakepipe reservoir chamber and the quick-action reservoir when the triplevalve mores to emergency application position, and

` means to permit pressure in the quick-action reservoir to leali aroundtie emergency piston to vequalize with the reduced pressure 1n theemergency brake pipe chamber.

fr triple 'valve for an air brake appointus in which brake pipe andbrake pipe reservoir air is used for service applications of the brakesand emergency reservoir air is used for emergency applications of the blv provided with means operating upon a slow reduction oi" bralre pipepressure to place the bralre pipe reservoir in communication with thebrake cylinder and brake pipe and to place the brake pipe incommunication with the bralre cylinder.

i9. A. triple Valve i'or an air brake apparatus in which brake pipe andbrake pipe reservoir air is used for service applications the brakes andemergency reservoir air is used for emergency applications of thebrakes, provided with means operating upon a slow reduction of brakepipe pressure to place the brake pipe reservoir in communication withthe brake cylinder and bralre pipe nd to place the bra-lie pipe incommunication with the brake cylinder, and also provided with meanscontrolled by brake cylinder pressure for controlling the com- Lnicationbetween the brake pipe and the die cylinder.

20, triple 'valve for an air brake apparatus in which brake pipe andbrake pipe reservoir air is used for service applications of thebra-lies and emergency reservoir air used ier emergency applications oithe brakes, provid ed with means operating upon a eroi-r reduction otbrake pipe pressure to place the brake pipe reservoir in communicationwith the brake cylinder and brake pipe and to place the brake pipe incommunication with the brake cylinder, the means Icontrollingcommunication between the irale pipe reservoir and the bralre cylinderand bralre pipe being subject to the opposing pressures o'f bra-ke pipeand brake pipe reservoir.

2l.. A triple valve ttor an air bralre apparatus whichv brake pipeandbralre pipe reservoir air is used ior service applications of thebralres and emergency reservoir air is used tor "emergency applicationsoi the brakes, provided with means operating upon a slow reduction otbrake pipe pressure to place. the brake pipe reservoir in communicationwith the brake cylinder and bralre pipe and to place the brake pipe incommunication with the brake cylinder, the means

